Locomotive steam cut-off control means



N0V 10, 1936 E. E. CHAPMAN ET AL 2,060,278

LOCOMOTIVE STEAM CUT-OFF CONTROL MEANS Filed Nov. 7, 1931 4 Sheets-Sheet1 s* z A rnv 'd ssp' l E A l a y NOV. 10, 1936. E,4 E CHAPMAN ET AL2,060,278

LOCOMOTIVE STEAM CUT-OFF CONTROL MEANS Filed Nov. 7, 1951 4Shee'l'.s-Sheel'I 2 Nov. 10, 1936.

E. IE. CHAPM'AN ET AL LOCOMOTIVE STEAM CUT-OFIIT1 CONTROL MEANS FiledNov. 7, 1931 211v Sheets-Sheet 5 n SPSS mhmobm N0 10, 1936. E. E.CHAPMAN ET AL 2,050,278

LCOMOTIVE STEAM CUT-OFF CONTROL MEANS Filed NOV. 7, 1951 4 Sheets-Sheet4 Patented Nov. 10, 1.936

UNiTED STATES PATENT FFIQE.

LOCOMOTIVE STEAM CUT-OFF CONTROL ANS Application November 7, 1931,Serial No. 573,560

4 Claims.

Our invention relates more particularly to a steam cut-oil control forlocomotives whereby a novel limited cut-ofi starting valve arrangementis provided.

The invention has for its object the provision of means adapted to admitadditional steam to the cylinders of the locomotive, after the maincut-ofi has been effected, for the purpose of providing additional powerin moving the cylinder piston to the limit of its stroke; in otherwords, the purpose of our invention is to maintain full steam pressurein the cylinder after the main steam admitting port has been cut off,while at the same time preventing excessive preadmission of steam to thecylinder.

The objects and advantages of our invention will be readily comprehendedfrom the detailed description of the particular exempliication of theinvention which may have expression in modiiied embodiments.

In the drawings:-

Figure l is a longitudinal sectional View of a locomotive steam chestand. its piston-valve and a portion of a cylinder and its piston, withour improved means associated therewith; one part of said means being insection while the other part is in elevation; the operating mediumconveying pipes being broken away.

Figure 2 is a side elevation of the locomotive reverse lever providedwith our improved means, and showing portions of the operating mediumconveying pipes with a portion shown in section.

Figure 3 is an end elevation of the mechanism shown in Figure 2 with aportion broken away.

Figure 4 illustrates, in side elevation, an arrangement of air pipes andvalves for manual control.

Figure 5 is a detail sectional View of the hand operated valve shown inFigure 4, illustrating the valve condition when the hand lever is in theposition shown in Figure 4.

Figure 6 is a similar view showing Valve condition when the hand leveris at an intermediate or Vertical position.

Figure 'I is a similar view showing the valve condition when the handlever is in the opposite position from that shown in Figure 4.

Figure 8 is a diagrammatic View illustrating the reverse lever automaticcontrol of the starting valves, with the pressure medium pipes.

Figure 9 is a similar view illustrating a modification involving boostermechanism and manual control whereby the starting valves may be actuatedindependently of the reverse lever.

Our invention relates to means whereby additional steam is admitted tothe cylinder after the main steam port has been cut 01T or closed by thepiston-valve in the steam chest, in order to provide additional powerfor moving the cylinder piston to the limit of its stroke, or tomaintain full steam pressure in the cylinder after the main steamadmitting port has been closed or cut off,a condition especiallydesirable when the locomotive is starting or moving a heavy train atslow speedwhile at the same time providing means which preventsexcessive pre-admission of steam.

The invention, as exemplified in the drawings, is shown applied to awell known type of locomotive steam chest or chamber indicated at I8,associated with the cylinder of which only a portion is shown at II.

The steam chest Ii), at an intermediate point,

is provided with the usual steam receiving inlet as at I2; and steampassages or ports between the steam chest and 'the opposite ends of thecylinder are shown at i3, Iii.

The steam chest Ill, to opposite sides of the inlet, is provided withthe usual sleeves or valve cages I5, I5, having the usualcircumferentially arranged ports i6 communicating with steam passages inthe wall of the steam chest and which in turn connect with the passagesor ports I3, I4 leading to opposite ends of the cylinder Ii. A wellknown type of double piston slide valve is shown at Il, for controllingpassage of steam from the intermediate steam incoming portion of thesteam chest to the main steam ports I6 and hence to ports I3, I4. Theopposite ends of the steam chest or chamber I0, are, of course, p-ro-lvided with the usual exhaust channels at i8.

The valve cages I5, at a predetermined point intermediate of the mainports I5 and the inner ends of the cages, are provided with auxiliaryports I9, which communicate with the passages 2li in the wall of thesteam chest. The relation between the ports I6 and I9 and the Width ofthe heads of piston valve Il is such that the main ports I6 will be cutofi before the st/eam edges of the Valve-heads reach the auxiliary portsi9 during the return stroke of the valve Il toward the opposite end oithe steam chamber I8.

The steam chest or chamber It, at opposite ends, is provided with achambered housing 2l, provided in its bottom with a steam inlet port 22arranged in steam tight communication with each steam passage '2li inthe steam chest wall. One chamber 23 of each housing ZI is provided witha valve 24, adapted to close in the direction of flow of steam throughport 22; the valve 24,

at the left in Figure 1, being shown depressed off its seat 25, thusallowing steam to flow into chamber 23 from the steam chest l0 while thepistonvalve li is in the position shown in Figure 1.

Chamber 23 of each housing 2| has a suitable outlet pipe 2S which leadsdown toward the cylinder and is suitably formed and connected with aport 27 in the wall of the cylinder Il. A port 21 is provided in eachend of the cylinder at a predetermined distance from the main steampassages I3, lli; and these ports 21 in turn communicate with the smallports 28 in the cylinder liner or bushing 29 with which the bull-ringsof the piston 33 having sliding steam-tight relation.

The valve 24, which is preferably shown somewhat in the nature of apoppet type of valve, is controlled or depressed by means of thebell-crank lever 3| suitably mounted in the housing 2i with its one endshown disposed upwardly and pivotally secured to the stem 3L of aslidable valve 33 mounted in the chamber 313 of the housing 2l. Thevalve 33 is held in its normal position by the action of spring 35; thevalve 33, at the left in Figure 1, being shown in its actuated positioninduced by the air pressure in chamber 34.

The chamber 34 has a minute port 33 which communicates with pipe 37which' leads to an air valve casing 33 shown in Figures 2, 3 and 4. Thevalve casing 38 is of a well known type provided with what is known as apilot valve shown at 33 in Figure 2; the casing being also provided withthe usual small air bleeding port at 38a. In view of auxiliary steamconveying and controlling means at both the ends of the steam chamber,it will be understood that the pipe 37 leading from valve casing 38 (seeFigure 4) at its other end has two branches leading to the two airchambers 34 as shown in Figure 1.

This valve casing is suitably mounted adjacent to the lower' end of theusual locomotive reverse lever ll0; and the valve casing 38 has a pipe4l connected with the main air reservoir A on the locomotive.

Mounted adjacent to valve casing 38 is a floating or verticallyoscillatable lever 42, fulcrumed at 43; with the long depending arm ofthe lever l2 positioned so as to normally be in contact with and adaptedto actuate or depress the stem 39 of the air pilot valve located invalve casing 38. The lever 42 is also provided with an upstanding arm42a above the fulcrum point of the lever; and also preferably providedwith an arm 42h extending laterally from the lever and adapted tocontact with a suitable stop lug, as at 44, to prevent the too faroutward swing or movement of the lever, namely to the right as viewed inFigure 2.

Associated with the reverse lever 4D, so as to move therewith, is thefloating lever controlling means shown provided with arms l5 and 33. Inthe particular embodiment disclosed in the drawings, this means is showncomprising a hub portion 41 secured to the reverse lever 40.

The arms 45 and 43 are shown integral with the reverse lever 4D, so asto cause said arms to move with reverse lever 40.

As is apparent from the construction shown in Figure 2, when reverselever 13!! is moved to the left, arm 35 will contact with short arm l2Lof the floating lever 42 and cause the lower end of said lever toactuate stem 39 of the pilot valve in the casing 38; while movement ofthe reverse lever 4D to the right will move arm 45 away from the shortarm 42e and cause arm ist to engage the lower end of the iioating leverl2 and force the latter into operating relation with the stem 39 of thepilot valve in casing 38.

As the air pilot Valve may be of a well known construction at present inuse, detailed description thereof is not deemed necessary; it beingunderstood that the pilot Valve is normally held on its seat so as toprevent passage of compressed air from supply pipe il through the casing33 and into pipe 31 by means of the spring shown at 39a.

The piston 30 is shown at an intermediate point in cylinder l l and isassumed to be moving toward the right inFigure 1,with the piston-valveI1 in the steam chamber having traveled suiciently toward the rightwhere it has closed oi steam admission through the main steam port I6 atthe left of the steam chamber l0, while the auxiliary port i 3 at saidend is still in steam admitting condition; the main port i3 andauxiliary port i9 at the right hand end of the steam chamber l0 beingclosed by the piston valve l'! against steam admission.

When reverse lever (il) is placed in either extreme foward or extremebackward position, the air valve in casing 38 will be opened by means ofarm 45 or arm 45, which in turn actuate lever 42 so as to engage the airvalve-stem 39. When this air valve is open compressed air from the mainair reservoir of the locomotive will ilow through pipe 3? into airchamber 33. entering chamber 34 will force piston 33 against the actionof spring 35, causing lever 3l to be rocked on its fulcrum point, whichin turn will force valve 21'! downwardly oir its seat and permit steamto flow from port 2B into chambers 23 and thence into auxiliary steampipe 2B, as shown at the left in Figure l.

When reverse lever 4U is moved a suitable distance away from either ofits extreme positions, the air valve 39 will close the valve beingusually provided with a spring for normally moving it toward its seat)and shut ol supply of compressed air to pipe 3?, allowing the aircontained in pipe 3'! and chamber 34 to exhaust through a minutebleeding or vent port 38a. The spring 35 will then cause piston 33 tomove toward the left in Figure 1, back to normal position, therebyrocking bell-crank lever 3l upwardly, which in turn will pull valve 2liupwardly to its seat, thereby cutting oir admission of steam intochamber 23 and into pipe 25.

In other words, the starting means is put into operation by the openingof the valve 23 at oppcsite ends of the steam chamber; it beingunderstood that the construction and operation of the means at the rightof the steam chamber is identical with that shown in section at the leftand as heretofore described; the mechanism at the left being operativewhen the piston valve I'l is at the left hand end of the steam chamber,and the reverse lever 3B is in one of its extreme positions, while themechanism at the right comes into play when the piston valve l? is atthe right-hand end of the steam chamber and the reverse lever is in oneof its extreme positions.

In the drawings, it is assumed that either arm 45 or arm 33 is in thedotted line position shown in Figure 2, thus admitting air through airvalve 39 into both pipes 3'.' and chambers 34 of the chambered housings2i at both ends of the steam chamber l0. Therefore, the valve 24 in bothhousings 2l have been moved or depressed ol their seats 25 so as toestablish communication between the steam ports 20 in the wall of thesteam chamber EL' and the two pipes 26 leading to opposite ends of thecylinder ll. In Figure 1 we n The compressed air have shown the piston30 in full lines in one phase of its operation and in dotted lines inanother phase of its operation, but for clarity in the drawings have notendeavored to show different phases of piston-valve operation orpositions.

It is understood, ho-wever, that the operations of the piston-valve I'I, piston 30 and the locations of auxiliary ports I9 and ports 2'I-28are so correlated that admission of steam through ports 21-28 takesplace at either one end or the other, after the piston has traveled inits return stroke toward the opposite end of the cylinder far enough touncover the adjacent port 28 and valve I'I has traveled suiciently toadmit steam through the complemental auxiliary port I9.

In Figure 1, piston 3G in the dotted lines and the valve Il are bothmoving toward the back limit of their respective travels; the valve I1having uncovered auxiliary port I9 at the left while main port I6 at theleft is still covered or shut off. Live steam therefore may enter saidauxiliary port I9 and ll the associated pipe 26 and port 2'I. The steam,however, is prevented from entering the cylinder il because port 28 iscovered by the piston 3G. 'I'his arrangement of ports is quiteessential, particularly when auxiliary ports of large area are employed,as steam admitted to the back end of the cylinder when the piston ismoving toward the end of its travel would cause what is commonly termedexcessive preadmission and would seriously interfere with tne normalmovement of the piston.

The piston 30 in full line position is moving toward the forward limitof travel. The pistonvalve Il at this time is also presumed to be movingtoward the right in Figure 1, having closed off main port I6 (afterhaving been opened for steamadmission in the usual manner) but notsufliciently to close off the associated auxiliary port I9, and, ofcourse, not suiciently to open the ports at the right hand end of thesteam chamber. With the auxiliary port I9 still open, live steam may owthrough this port, through chamber 23 (valve 22 being open) into pipe26, through ports 21-28, into the back end of the cylinder I I, thusmaintaining steam pressure behind the piston 3B after the main steamport I6 has been closed or covered by the steam valve Il.

This function of our improved means, namely admitting steam after themain steam ports have been closed, is desirable in starting thelocomotivey or when moving a heavy load at very slow speed. It is notdesirable, however, at ordinary speeds, and therefore we have devisedour improved means so as to be operable only when the reverse lever 40has been placed in either of its extreme positions, positions which arenot assumed in the ordinary running speed of the locomotive. Hence,valves 24 will be closed during the ordinary or normal operation of thelocomotive, as reverse lever 40 is kept in its extreme forward orbackward position only when the locomotive is starting a train or movingvery slowly.

Consequently, by reason of our improved means and its arrangement, theappropriate manipulation of the reverse lever 40 causes the respectivevalves 24 to be operated in accordance with the best practice withoutnecessitating extra effort or attention on the part ci the enginemen.

It is understood, of course, that a similar condition obtains at theright of the steam chamber and cylinder during the reciprocatingmovements of the piston-valve I'I and piston 30, when the reverse lever4D is in one of its extreme positions.

We .have described the exemplication of our invention, shown in the rstthree gures of the drawings, wherein the pneumatically operated startingvalves of our limited cut-off arrangement are designed so that undernormal operating conditions the starting valves will open auto'-matically when the reverse lever 40 is placed in either of its extremepositions.

Our improved system or means is also designed so that the startingvalves may be manually controlled by the enginemen independently of thereverse lever if desired. The arrangement of pipes and valves, wherebythis may be accomplished, is shown in Figures 4 to 7, inclusive.

During both automatic and manual operations, compressed air is admittedto the system through the pipe 4I.

Where the locomotive is provided with a booster, compressed air forcoordinating the actions of the starting valves with those of thebooster is obtained from the pneumatic control system of the boosterthrough the pipe 48 which is provided with a non-return check valve at49 in order to prevent back flow of compressed air through the cock orvalve D and pipe 48. The pipe arrangement and v-alve 50, which isprovided with hand lever 5I, enables manual operation of the startingValves as well as coordination of the action between the starting valvesand the booster (if one is employed). The valve 5) receives compressedair from pipe 4I by the pipe 52 while the opposite side of the valve orcock is provided with a pipe 53 which is shown connected by means ofpipe 54 with pipe 3l on one side of the locomotive and connected bymeans of pipe 54.EL with the air chambers 34 located on the oppositesides of the locomotive and in manner similar to pipe 3l, wherebycompressed air is admitted into all of the air chambers 34 on both sidesof the locomotive as previously described.

With the valve or cock 59, namely with its hand lever 5I in the positionshown in Figures 4 and'5, our improved means is shown innormal runningposition, thus enabling the starting valves to open automatically whenthe reverse lever 40 is placed in either of its extreme positions, orwhen the booster (if one is employed) is cut in by means of a suitablevalve as shown in Figure 4 by booster operating valve a. The startingvalves will also close automatically, as previously described, when thereverse lever is placed to running position or when the booster (if oneis used) is cut out by closing'booster operating valve a.

Assuming the reverse lever 49 to be at or near its central position (andthe booster not in operation), compressed air in the locomotive mainreservoir would be present in pipes 4I and 52 and would be retainedtherein by the valve or cock 56 when the latter is in the position shownin Figures 4 and 5 and the air would also be held by the valve 33 (whichis normally closed). The air in pipe 48 would be at atmospheric pressurewith the boosternot in operation. If the reverse lever 40 should then bemoved to either of its extreme positions, the valve 38 would beunseated, exhaust or vent'port 38a Will be closed by the stem 39 ofvalve 38 and compressed air would flow from pipe 4I through valve body38 in the manner hereto-fore described. When the reverse lever 40 ismoved away from an extreme position, valve 38 is restored to its seatand the exhaust or vent port 38@L is opened causing the air to exhaustfrom pipe 3'! and chamber 34 by means of port 36 and allowing spring 35to force the piston 33 to normal position, thereby rocking bell-cranklever 3l and lifting valve 24 to its seat, the air in pipes 54 and 3l'exhausting through the port 38a.

Locomotive boosters are operated by a pneumatic control system devisedtherefore; the booster being placed in operation by the admission ofcompressed air from the locomotive main air reservoir as shown at A inFigure 4 into the booster control system and the booster is cut out byexhausting the air from its control system by a suitable vent opening inthe booster control valve.

On a booster type of locomotive, with the valve 50 in the position shownin Figures 4 and 5, the starting valves would open automatically whenthe booster is cut in by opening valve a, located in pipe 58, connectedwith pipe 4l, and having connection with pipe 5l which is connected bypipe 56 with pipe 48, because the compressed air reaches the startingvalve cylinders from the booster control system by passing through pipe48 and into pipes 53 and 54a. When the booster is out out, the supply ofair through pipe 48 will also be cut oi and air from the starting valvecylinder would be exhausted through the restricted vent port 38a of thevalve 38. If a quicker closing of the starting valve is desired, thehandle 5| of valve or cock 55 may be moved to the position indicated inFigure 6 which places the valve in the position shown in said gure,thereby allowing air from pipes 53, 5d and 3'! to exhaust through thevent port 55 shown in Figure 6 arranged in the valve 58; this vent portacting in addition to the vent port 38a as previously described.

If it is desired to manually open the starting valves heretoforedescribed at any time independently of the reverse lever and locomotivebooster (if one is employed), this may be accomplished by propermanipulation of the handle 5I of valve or cock by moving the handle 5lto the position shown in Figure 7, thereby allowing air from pipe ll andpipe 52 to pass through the valve 55 into pipe 53 and into pipe 5dewhich is connected with the respective chambers 34 on the opposite sidesof the locomotive. The starting valves would then open irrespective ofthe reverse lever position or regardless of whether the locomotivebooster is cut in or out.

By moving handle 5l of valve or cock 5G to the position shown in Figure6, air will be exhausted from the operating cylinders through vent ports38aor 55 or both when the starting valves will immediately close.

It is desirable to have the starting valves open at all times when thelocomotive is working under conditions which necessitate placing orkeeping the reverse lever in either of its extreme forward or backwardpositions. Consequently no provision is made for forestalling theautomatic opening of the starting valves when the reverse lever is ineither of its extreme positions. It is similarly desirable to keep thestarting valves open when the booster is in operation, although thebooster may be used for short periods of time at speeds above thosewhich call for extreme full gear position of the reverse lever. Thearrangement is therefore made so that starting valves will openautomatically when the booster is cut in, but with the starting valvesopen under conditions of booster operation and with the reverse leverremoved from its extreme position, the vent port 38at will discharge aircontinuously from pipe 54 as long as the starting valve cylinders arereceiving air from the booster control system. This discharge of airwarns the engineer and prevents him from overlooking the duty of closingthe starting valves promptly when the necessity for their use is past,the closing operation being performed by moving the handle 5l of cock 59into the position shown in Figure 6.

Vent port 55 sounds a similar warning if the handle of cock 59 isinadvertently left in the position shown in Figure 6 and allowed toremain in that position when the reverse lever is again placed in eitherof its extreme positions. This Warning reminds the engineer of his dutyto maintain the handle of cock 5i) in position shown in Figures 4 and 5at all times except when service condition requires it to be in otherpositions.

It is obvious that on a locomotive which is not equipped with a boosterand where manual operation of the starting valves is not contemplated,that cock 5G, the booster operating valve a, pipes 48, 52, 53, 56, 5land 58 and the booster cylinder mechanism, as shown in Figure 4, are notneeded and may be omitted; while pipes 563 and 54a with its bifurcatedend then in reality are made as continuations of pipe 3l to connect withboth starting valves on each side of the locomotive, as previouslydescribed.

We have shown desirable embodiments of our invention, which have beendescribed in terms employed merely as terms or description and not asterms of limitation, as structural modications may be made without,however, departing from the spirit of our invention.

What We claim is:-

1. In a locomotive provided with cylinders, steam chests, a reverselever and a fixed pivot point for the lever, the combination ofauxiliary steam admission ports at opposite ends of the cylinders;independent steam conveying conduits intermediate of points in the steamchests controlled by the main valve in said chests and the saidauxiliary ports at opposite ends of the cylinders; a valve in each ofsaid conduits for controlling passage of steam to the auxiliary ports ofthe cylinders when the main valves of the steam chests are inpredetermined positions; separate air operated means for separatelycontrolling the valves in said conduits; a compressed air supply forsaid air operated means; a normally closed valve located adjacent tosaid reverse lever for controlling the iiow of compressed air to saidair operated means; a loosely pivoted member disposed beneath thereverse lever with one end arranged in operative relation with saidnormally closed valve; and a pair of depending arms associated with thereverse level` and extending to opposite sides of the vertical plane ofthe pivot point of the reverse lever, each arm being adapted to actuatesaid loosely pivoted member when the reverse lever is moved to eitherone of its extreme positions.

2. In a locomotive provided with a reverse lever, a pivot point for saidlever, cylinders, and steam chambers provided with piston valves andmain steam ports at opposite ends controlled by said piston valves; thecombination of aufrliary steam ports in said steam chambers at oppositeends adjacent to the main steam ports, said auxiliary steam ports beingcontrolled by said piston valves; auxiliary steam admitting ports atopposite ends of the cylinders; steam conveying conduits intermediate ofthe respective auxiliary ports at the same ends of the steam chambersand the cylinders; a valve in each of said conduits closable in thedirection of flow of steam through said conduits; air operated means forcontrolling said last valves; a compressed air supply line for said airoperated means provided with a selfclosing valve disposed adjacent thefulcrum point of the reverse lever; movably mounted means beneath thereverse lever for actuating said selfclosing valve; and bifurcated meansassociated with the reverse lever and extending to opposite sides of thepivot point of said lever, with the bifurcations of said means adaptedto actuate the movably mounted means when the reverse lever is movedinto either one of its extreme positions.

3. In a locomotive provided with a reverse lever, cylinders providedwith pistons, and steam chambers provided with piston valves and mainsteam ports at opposite ends communicating With opi posite ends of thecylinders; the combination of auxiliary ports in said steam chambersadjacent said main ports and controlled by said piston valves; auxiliarysteam admitting ports adjacent the ends of the cylinders and closable bythe pistons of the cylinders; separate steam conveying conduitsintermediate of the auxiliary ports at the corresponding ends of thesteam chambers and the cylinders adapted to admit an auxiliary steamsupply to the cylinders after the pistons are on their return stro-kes;normally closed valves in said conduits for controlling the iiow ofsteam therethrough; pressure medium operated means for opening saidnormally closed valves; a pressure medium supply line communieating withsaid last mentioned means and provided With a normally closed pilotvalve disposed adjacent to the reverse lever; a member pivotedintermediate of its end and arranged beneath the reverse lever with oneend thereof adapted to engage the pilot valve to open same; and abifurcated lever operatively associated with the reverse lever, thebifurcations of the lever being adapted to engage with opposite sides ofone end of said pivoted member and thereby force the other end of saidpivoted member into valve operating position when the reverse lever ismoved into an extreme forward or extreme backward position.

4. In a locomotive provided with a reverse lever, steam chests providedwith piston valves, and cylinders provided with pistons; the combinationof auxiliary steam ports adjacent opposite ends of the steam chests andcontrolled by said piston valves; auxiliary steam ports adjacentopposite ends of the cylinders and closable by the pistons; separatesteam conduits intermediate of the auxiliary ports at the correspondingends of the steam chests and of the cylinders whereby auxiliary steamsupplies to opposite ends of the cylinders may be provided; normallyclosed valves in said conduits for controlling the iiow of steamtherethrough; housings, each provided With a spring controlled pistonoperable by a pressure medium; bell-crank levers intermediate of thespring controlled pistons in the housings and the valves in saidauxiliary steam conduits; pressure medium supply lines connected withsaid housings and with a main pressure medium supply line; a normallyclosed valve in said pressure supply line arranged adjacent the fulcrumpoint of the reverse lever; a member pivoted intermediate of its endsWith one end in operative relation with said last mentioned normallyclosed valve; a pair of arms depending from the fulcrum point of thereverse lever and adapted to engage one end of said pivoted member whenthe reverse lever is moved to either one of its extreme positionswhereby said last mentioned normally closed valve is opened, pressuremedium admitted to said housings, the spring controlled pistons actuatedand said bell-crank levers tilted so as to open the normally closedvalves in the auxiliary steam conduits and thereby admit an auxiliarysteam supply to the cylinders.

EARL E. CHAPMAN. HOWARD I-I. LANNING.

